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NQ Model.) 5 sheetQsneer 1 W. S. WOOTTON.

ROAD ENGINE.

No. 591,027. Patented Oct. 5,1897` (NoModel.) 5 sheets-sheet 2.

W. S. WOOTTGN. ROAD ENGINE.

No. 591,027. Patented' oct. 5,1897.-I

5 Sheets--Sheet 3.

W. s. WOOTTON.l

R GAD ENGINE Patented 001;. 5, 1897.

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` ROAD ENGINE.

No. 591,027. vPatenmlsd001;. 5,1897.

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` ROAD ENGINE.

No, 591,027. Patented oct. 5,1897.

l fa j UNrrnD STATES' 4PATENT FFICR..

WILLIAM S. VVOOTTON, OF ROANOKE, VIRGINIA, ASSIGNOR TO VESTA L.

VVOOTTON AND J. J. VVOOTTON, OF SAME PLACE. t

ROAD-ENGINE.

SPECIFICATION forming part of Letters Patent N o. 591,027, dated October5,1897.

Application filed` February 4, 1897. Serial No, 622,033. (No model.)

.and August 7, 1888, No. 387,612, in which the machine is propelled byanengine or eugines geared with hubless and spokeless track `wheels orrims of large diameter, aportion of v the weight being sustained bybearing-wheels which run on the inner peripheries of said track-wheelsor hubless rims.

It is a purpose of my present invention to provide an improvedroad-engine comprising simplicity of construction and great strengthwitha very-high degree of ieXibility, so as to obviate shocks or jars inrunning the machine over uneven surfaces or upon ordinary rough roads,and which shall be capable of furnishin adequate power where a quick andeasy portability is of prime importance.

To these ends and for other purposes hereinafter apparent my inventionconsists in teatures of construction and novel combinations in the partsof a road-engine, as herein described and claimed.

In the annexed drawings, illustrating the invention, Figure l is a sideelevation ot" a road-engine embodying my improvements.A

Fig. 2 is a sectional plan, on an enlarged scale, of a portion of one ofthe driving wheels or rims, showing also its relations to parts of theengine-frame and main frame and drivinggears. Fig. 3 is a transversevertical section on the line 3 3 of Fig. l. Fig. et is a transversesectional elevation on the line 4 4 of Fig. 1. Fig. 5 is a verticalsection on the line 5 5 of Fig. l. Fig. 6 isa plan of the road-engine indiagram and on a reduced scale, showing a power countershaft connectedwith both engines by spur-gearing and carrying a pulley or band wheelfor transmitting power to drive other machinery when so desired. Fig. 7is a plan of a portion of the outer periphery o' one of the hublesstrack Wheels or t cured portion.

rims. Fig. 8 is a detail side elevation showing the manner of putting inboxes for the shafts of the pinions that gear with the inner peripheryof a hubless rim.

Referring to the drawings, the numeral l designates the main frame ofthe machine, which frame may be of any suitable or approved constructionand preferably com prises the water-tank 2 as an integral or rigidly-se-The main frame l also carries the boiler 3, supported from its bottomedge by the flanges of suitable cross joists or bars 4, riveted orbolted to the sides of the boiler at front and rear. One of these joistsis shown at I in Fig. -I riveted at its ends to the main frame and atits middle to the boiler, while its tlat top surface supports theengines 5 or an engine-bed. The top anges of these joists 4t should becircularly cut away to receive the boiler and afford it adequatesupport.

The boiler and engines are preferably of the vertical type. Two enginesare shown, though one'will sometimes be sufiicient. As my invention doesnot reside in these parts their construction need not be shown ordescribed in detail.

The main frame 1 is provided on both sides of the machine withhorizontal rearward eX- tensions l?, Figs. l and 3, passed through eyesor loops at the lower ends of hangers 6, on the upper ends of which aresecured crossheads 7, that are centrally perforated for passageofvertical steel tubes 8, Fig. 3, screwed at their lower ends into boxes9 for a main tubular steel shaft or axle 10, having ya rod 11 passedlongitudinally therethrough and screwed up tightly bynuts l2 on itsends. The vertical steel tubes 8 are surrounded between the cross-heads7 and boxes 9 by spiral springs 13, that carry or support a portion ofthe weight ofthe machine through the said hangers 6 and theirconnections. There is on the upper end of each vertical tube orspring-support 8 a iiange or collar l-L to hold in place rubber rings 15for cushioning the cross-heads 7 on any jolting of the rear portionofthe engine-carriage in passing over obstructions. 'lhe boxes 9 arefurnished with depending shanks 16 for attachment of diagonallytransverse truss-rods 17, Fig. 3, each IOO of which also connects with abox 9 on the other side of the machine.

On the ends of the main shaft or axle 10 are supported frames 18, Fig.1, each of which is constructed in parallel-arranged halves connected bytransversely-arranged'bolts 19, Figs. 1, 2, and 3, disposed atappropriate or required points. In the lower portions of the frames 18are supported the axles 2O of the peripherally-grooved bearing-wheels2l, that support the rear end of the machine, the said groovedbearing-wheels 21 being each arranged to take over and run on thecentral inner-periphery track 22 of one of the two centerlesstrack-wheels or rims 23, that are of large diameter. By reference toFigs. 2 and 3 it will be seen that the frames 18 take on opposite sidesof the respective trackwheels or drive-rims 23, which are in a mannercaged in said frames. Between the halves of the frames 18 are annular orcentrallycored filling-pieces 24, Figs. 2 and 3, each of which isprovided with an internal annular recess to receive a collar ,25, fixedon the shaft or axle l0 and more effectually secure the same against endplay.

In the forward lower portions of the frames 18 are provided adjustablesplit boxes 27, Figs. 1, 2, and 8, for the shafts 28, which carrypinions 20, gearing with the drive-rims or track-wheels 23 on the innerperiphery of each. As shown, the inner periphery of each large wheel orrim 23 is provided on opposite sides of its inner peripheral track 22with staggered teeth 30, with which the pinions 29 are engaged. Theteeth or gearing-surfaces of the pinions 29 consist, preferably, ofseries of rollers 31, Fig. 2, on shafts 32, mounted in the grooved orrecessed periphery of each pinion. The pinions 29 are arranged in pairson the shafts 28, so that through the staggered or alternatingarrangement of the rim-teeth 30, on opposite sides of the innerrim-track 22, a continuous propulsion may be imparted to the centerlesstrack-wheels or drive-rims 23, while the roller-teeth 3l of the pinionswill serve also to largely reduce the friction and facilitate a steadymovement of the carriage.

There is secured on the outer end of each pinion-shaft 28 a spur-gear33, meshing with and driven from a spur-gear 34, carried by adrive-shaft 35, that is driven from the engine or engines, ashereinafter described. The shaft 35 is mounted in trunnioned boxes ortubular trunnions 36, secured to the forward portions of the frames 18by nuts 37 or otherwise. Intermediate this shaft 35 and the boxes ortrunnions 36 is a revoluble sleeve 38, that loosely surrounds the saidshaft. This sleeve 38 supports and serves as a shaft for a pressure orthrust wheel 39, the periphery of which is in contact with a centraltrack 40 on the outer circumference of the centerless wheel or drive-rim23 to take the thrust of said wheel or rim in propelling the machine. Oneach pinion-shaft 28, between the pinions 29, Fig. 2, is a fixed collar41, surrounded by a loose peripherally-grooved roller 42 to take looselyon or against the inner peripheral track 22 of the drive-rim 23, forsome little play is desirable between the said drive-rim andthe pressureor thrust wheel 39, that is in front of said drive-rim. A shield 43,Figs. 1 and 2, may be provided to cover and protect-the spur-gears 3334, and the lower portions of the frames 18 may support shields 44, ofplate-steel or other suitable material, to prevent gravel and -mud fromgaining access to the inner periphery of the drive-rims. As indicated inFig. 1, an additional shield 44a may be arranged to have a slight playbetween the inner side of the shield 44 and the teeth or cogs 30 of thecenterless drive-rim, and this additional or inner shield may have itsforward end pivotally and adjustably attached to the main shield, asshown. There is trunnioned or pivotally mounted on the boxes ortrunnions 36 of the frames 18 a pair of frames 45, each of which isformed in two parts bolted together at the several points 46, Fig. 4,and connected also with the main frame 1 through frames 47 that partlysupport the engine-bed 48, Figs. 2 and 4. The frames 47 also support theengine-shafts 49, which may have any usual or suitable connections withthe working parts of the engines. The engine-shafts49 are in alinementwith the drive-shafts 35 of the track-wheel or drive-rim gearing. Anysuitable coupling may be provided for connecting the driveshaft-s withthe engine-shafts. As shown, the coupling 50 may be constructed in twoparts-that is, split-to be taken off when the engines are employed forrunning machinery. On the engine-shafts 49 are spur-gears 5l, Figs. 4and o, to mesh with spur-gears 52 on a counter-shaft 53, carrying aband-wheel or pulle7 54, that may be belted to any machine which it isdesired to run with power furnished from the engines 5, the enginesbeing set quartering and the couplings 50 being meanwhile disconnectedto render the shafts 35 inoperative. The couplings 50 are each slottedto take the cross 5U of one coupling part and to permit end play whenthe shafts 35 and 49 are coupled for propellinglhe roadcarriage.

The frames 45 pivot upon the trunnions 36 on a line crossing thecouplings 50, while the frames 47 are connected with said frames 45 andmain frame 1 in such manner as to afford a transverse movement of frames47 through a slide-constructed bottom and top roller track, but withrigidity as against forward and backward movement of the frames 47,which are closely held down on sliding surfaces by four rollers 55, Fig.2, that are strongly attached to the main frame 1 and enginebed, theseseveral frames thus connecting with each other hinge fashion and workingwith the universal couplings of the engine-shafts to allow lateraloscillation of the main frame contingent on unequal spring IOO IIO

action and make the connections of driverims 23 with the main framepractically immovable forward and backward. In propelling the engineover uneven ground, owing to the action of the wagon-springs, there arecontinual variations in distance of the main frame from the ground, andthe two sides' of the main frame vary in distance from the groundrelative to each other, as is the case with all vehicles having springs.So the position of the two frames 18 vary in the driverims intheirindependent rotatory movement, as either side of the main frame maybe depressed or elevated relative to the other, requiring a lengtheningand shortening of the drive-shafts; and there is thus required amovement in the end-playing universal couplings of the engine-shafts andtheir connections, as well asin the frames 47 and connec-l tions. Toaccommodate this requirement, the couplings 50 are slotted and the rearextensions l@L of the main frame are passed through sleeves 56, Fig. 3,supported in the hangers 6 to permit axial movement relative to the mainframe, incident to the approach and simultaneous variations in approachof the two coupled drive-shafts 35 and contiguous parts, to the level ofthe greatest horizontal diameter of the drive-rims. movement of the mainframe 1 is controlled at the rear or main axle lO by the shanks 16,depending from the boxes 9, against which shanks theelastically-supported hangers 6 touch, taking under the sleeves 56 andwithin their flanges; and although the main frame is 4not allowedlateral movement here it is allowed backward and forward movementthrough the said sleeves. As a result of putting in operation theengines 5, while geared independently with the track-wheels or driverims23, there will be a transferring of weight to said rims through thegearing connections and a consequent buoying or lifting of the mainframe 1 with relaxing of the springs 13 followed by locomotion. Thisrelaxing of the springs 13 is a valuable feature in giving slack to theengines, the said springs carrying a large part of the Weight, and forevery pound of weight removed from them by transfer to the drive-rimsthere will be a corresponding relaxation of the springs, and the engineswill be thus enabled to start up without being required tosimultaneously actuate the drive-rims.

The drive-rims or centerless track-wheels 23, owing to their largediameter-say, six to eight feet-pass smoothly over a rough surface, andthe large diameter of these rims will give, relatively, littleadditional weight to the machine, being only rims without spokes andhubs. The bearing-points of the rear supporting-wheels 21 will yvary inthe rims 23,

`as more or less power is exerted to move the road-engine or carriage,and the more or less advanced position assumed by these wheels 21 willsupport the rims in the function or character of a spoke while mountingobstruc- The lateral tions. The several arcs of the rims 23, operatingas thrust-bars,so to speak, in taking the push-force, give steadinessand firmness topstay the rims and `resist concussion from the outerperiphery. The springs 13 compress the easier on passing of the machineover rough surfaces in havingthe weight more or less borne by the arcsof rims23, the main frame 1 or body of the machine having an oscillatorymovement forward and backward at the trunnions 36, through which theframes 18 and l15 are pivotally connected. The weight of the main frame1 is thus not wholly supported from the axles rear and front, beingpartly carried by the springs 13, and in proportion as weight is removedfrom these springs through transfer to the 'centen-less drive-rims theimpediments to forward movement of the machine will be lessened, and itwill be enabled to readily mount and pass over obstructions with muchgreater facility in fact than if the weight were supported wholly from acentral axis.

For guiding the machine and supporting its front end there is mounted inthe forward portion of the mainframe a vertically-extended rotatableshank 57, the lower end of which is bifurcated to receive the journalsoraxle of the forward wheel 58, which may be termed a guide-wheel, thoughthe carriage may be guided on abrupt curves to advantage by applyingmore power to that track-wheel or drive-rim 23 `which is on the sideopposite of the curvevto be turned.

On the upper end of the shank 57 is mounted a gear-wheel 59, which mayhave on its under side an elongated hub 60, Fig. 5, internally groovedits whole length to ,take onto a key or feather on the said shank. Thereis meshed with the gear-wheel 59 a worm 61, secured on one end of ashaft 62, that is extended rearward and fitted with a hand-wheel63,through which the machine may be steered. As the forward or guidewheel 58 is not visible from the rear portion of the machine, anindicator or pointer tiet, Fig. 1, is mounted in an elevated position onthe top plane of the gear-wheel 59 and parallel withthe Vertical planeof the guide-wheel 58 to indicate the direction and degree ofinclinationvgiven to it from the hand-wheel 63 in steering the carriageor road-engine. Between a part of the main frame 1 and a shoulder on thewheelshank or support 57 is arranged aspiral spring 65, surrounding saidshank, as shown in Fig. 5, to take up shock or jar from contact withobstructions and afford an elastic support for the forward end of themachine.

The machine is well adapted to all the uses of a portable engine, inemployment as a stationary engine for driving machinery, and also as atraction-engine. There is a perfect flexibility of movement in theseveral parts constituting the framework of the machine, tending greatlyto preserve it from strain and IOO racking in traveling over very roughsurfaces, and the connections of all its several parts and arrangementof its gearing are such as will reduce friction and Wear to a minimum.In drawing gang-plows or like implements they are attached to the rearof the main frame 1 and their adjustment to a required depth ismaintained in all the variations of soil, hard and soft, as when thewheels 23 track more deeply in soft soil more power is taken to drivetheengine, and in this the main frame is the more elevated from theimpression or track of the Wheels, but remains the same from the top ofthe soil. Thus the plows make, automatically, a nearly uniform cutdownward, requiring little attention to do good work.

The speed of the machine may be checked or its stopping effected byreversing one or both engines, thus causing a transfer of the Weight ofthe machine greatly to the rear, compressing the rear springs, andlowering the rear part of the machine-frame. By the independent gearingof the track-wheels, with a separate engine for each and the facility ofchecking eithertrack-Wheel in turning curves, greater' speed ispermitted in propelling' the machine, and this with perfect safety.

The spur-gears 51, Figs. 4 and 6, or the gears 52 may be clutched orlatched to their shafts, so they may be thrown out of mesh except whenthe engine is employed to drive machinery, as these gears are notconcerned in propelling the carriage.

The machine may be provided with any suitable brake 6o' and itsappropriate operating mechanism so arranged that the brakeshoe can bequickly applied to the drive-rim when necessary and be held away fromcontact therewith when the use of the brake is not required.

The frames l and 1L and water-tank 2 may support a suitably-bracedsuperstructure 67, from which a canopy 68 may be supported. As shown inFig. l, additional braces or struts 69 and 70 may be extended betweenthe frames 1 and 67 to further strengthen the machine.

In the construction of the centerless driverims or track-wheels 23 Iprefer to employ an ordinary railroad-rail of such length and size asmay be desirable to form a rim of the required diameter. This rail is sobent into a circle that the usual top surface of the rail will form theinner-periphery track 22, while the base portion of the curved rail hasshrunk thereon a broad metal tire 71, in which is formed the outerperipheral track or groove 40, in which t-he thrust-wheel 39 is engaged.This tire 7l is secured to the base of the rail or rim proper by meansof bolts which are so constructed and arranged that their heads willform the teeth 30 on the inner periphery of the track-rim. The nuts 72on the outer ends of these bolts will constitute a very serviceableshoeing for the centerless track-rim. It will be seen that With thisconstruction each tooth 30 is a separate piece of metal and constitutesthe head of a bolt which is passed through the rim proper and throughthe tire 71, holding them securely together by means of the nuts 72,that also provide a roughened shoeing for the track-rim. The bolts orteeth are staggered, as shown, along the opposite sides of the rim, andany bolt or tooth may be readily removed and a new one substituted whennecessary. To aid in etfectually staying the teeth or bolts 30, they mayhave rivets inserted between them to press the teeth outward against thetire and somewhat expand the rim diametrically the better' to supportthe tire.

What I claim as my invention is- 1. In a road-engine, the combination ofa main frame l supporting a boiler and engines, a main rear axleelastically connected with said main frame, the centerless track-wheelsor drive-rims disconnected from said axle but having their axescoincident therewith, the two-part frames 1S supported on the ends ofthe main rear axle and extended on both sides of each of said track-wheels, the bearingwheels 21 having their axles supported in saidtwo-part frames and running on a track 22 on the inner periphery of thesaid drive-rims, a thrust roller or wheel mounted in the forward portionof each frame 18 in contact with the outer periphery of each track-wheelor driverim, a steady-roller mounted in contact with the inner peripheryof each drive-rim opposite said thrust-wheel, and gearing connecting theengines with teeth on the inner periphery of each drive-rim,substantially as described.

2. In a road-engine, the combination of the main frame 1 and itselastically-connected main rear axle 10, the centerless track-wheels ordrive-rims 23 each having on its outer periphery a central track 40 andon its inner peri pherya central track 22 with staggered teeth on eachside thereof, the two-part frames 18 supported on the ends of the mainrear axle and extended on both sides of the said driverims, the frames45 having trunnioned connections with the frames 1S, the frames 47connected with the said frames 45 and having a laterally-oscillatingconnection with the main frame, two independent engines, theengine-shafts mounted in the frames 47, the drive-shafts mounted in theframes 18 and 45 through their trunnioned connections or boxes,detachable universal couplings for connecting said engine-shafts withthe drive-shafts, thrust-wheels or pressure-rollers sleeved loosely onthe said drive-shafts to rotate thereon in contact with and in advanceof the outer peripheral tracks of the centerless drive-rims, shaftsmounted in boxes on the frames 18 and carrying pinions in mesh With thestaggered inner peripheral teeth of the drive-rims and also a loosesteady roller in contact with the central inner peripheral track of thedrive-rims, and gearing connecting said pinion-shafts with thedrive-shafts that couple With the engine-shafts, substantially asdescribed.

III

3. In a road-engine, the combination of a flexiblyconnected frameworkadapted for forward, backward and lateral oscillation, a main rear axleelastically connected with the main portion of the frame, the centerlesstrack wheels or drive rims, the two-part frames extended on both sidesof each ofsaid track-wheels and supported on the ends of the said mainrear axle, meansfor stcadyin g said rims from the said two-part frames,and engines geared independently with teeth on the inner peripheries ofsaid cen terlcss driverims, substantially as described.

4. In a road-engine, the combination of a main frame l having horizontalrearward extensions I, the main rear axle IO, the axleboxes 9 providedwith vertical standards 8 having cushioned heads 14, the hangers 6having cross-heads 7, the springs 13 surrounding said standards betweenthe said axle-boxes and hanger-heads, the depending shanks l0 on theaxle-boxes, truss-rods 17 connecting said Shanks of opposite axle-boxes,the sleeves 56 surrounding the rearward extensions l of the main frameand engaged by the hangers 6 and Shanks 16, the centerless track-wheelsor drive-rims 23, frames 1S supported on the ends of the main rear axlel0 and provided with means for supporting and steadying the saidcenterless drive-rims or track-Wheels, and engines geared with the innerperipheries of said Wheels or rims, substantially as described.

5. In a road-engine, the combination of the main frame having anelastically-supported .main rear axle,.the centerless track-wheels'ordrive-rims, two-part frames supported on the ends of said axle andextended on both sides of the respective centerless track-wheels ordrive-rims, pinion-shafts mounted in said frames, a pair of pinionscarried on each of said pinion-shafts and each provided with a series ofrollers j ournaled in its periphery and adapted to engage with staggeredteeth on opposite sides of an inner peripheral track with which eachtrack-wheel or drive-rim is provided, loose steady-rollers also carriedon said pinion-shafts in contact with the said inner peripheral tracksof the drive-rims, drive-shafts geared with the pinion-shafts, engineshaving their shafts connected with said drive shafts by universalcouplings, sleeves loose on said drive-shafts, and thrust wheels orrollers mounted on said sleeves in contact with outer peripheral tracksof the track-wheels or drive-rims and in advance thereof, substantiallyas described.

6. In a road-engine, the combination of the main frame, a main rear axleelastically connected with said frame, the centerless track- Wheels or.drive-rims, the two-part frames supported on the ends of the main rearaxle and extended on both sides of the said trackwheels, the rearbearing-wheels supported in said two-part frames, steady-rollers for thetrack-wheels, and the engines geared with. inner peripheries of saidtrack-wheels through universally-coupled and end-playing shafts,substantially as described.

7. In a road-engine, the combination of the main frame, a main rearaxle, elastic or spring connections between said frame and axle, vthecenterless track wheels or drive rims and their independentengine-gearing, a guidewheel for supporting` the forward end of the mainframe, worin-gearin for controlling` the guide-wheel, and adirection-indicator mounted on the worm-gearin parallel with thevertical plane of the guide-Wheel, substantially as described.

S. In a road-engine, the combination of the main frame, the rearcenterless track-wheels or drive-rims, the rear bearing-wheels trackingin said rims, the engines independently geared with said rims, theforward supl'iorting and guide wheel having a shank or support extendedvertically through the forward portion of the main frame, a springonsaid shank, a gear-wheel keyed on the upper portion of the said shank,Worm-gearing for steering the guide-wheel through said gear-wheel, andan indicator or pointer mounted on the horizontal plane of saidgear-Wheel and in thevertical plane of the guide-wheel, substantially asdescribed.

9. In a road-engine, the combination of a laterally, forwardly andbaekwardly oscillatory framework, a main rear axle having elastic andflexible connection with said framework, the centerless track-wheels ordriverims, rear bearing-wheels tracking in said drive-rims, the enginesindependently geared with said drive-rims through shafts havinguniversal and end-play couplings,the forward supporting and guide wheel,its steering or controlling mechanism, and a pointer for indicating thedirection and degree of inclination given to said guide-wheel,substantially as described.

10. In a road-engine, the combination with the carriage-frame, thebearing-wheels, and

the drivegearing, of centerless track-rims each composed of varailroad-rail bent to circular form with the top surface of the railforming an inner peripheral track for the bearing-wheels, a tire shrunkonto said rim, and bolts and nuts connecting the said rim and tire, theheads of said bolts being adapted to serve vas cogs or teeth for meshingwith the drive-gearing and the nuts on said bolts serving as a ronghenedshoeing for the track-rim, substantially as described.

In testimony whereof I have hereunto set my hand :in presence of twosubscribing Witnesses.

VILLIAM S. WOOTTON.

IOO

